VA-Vol-11-No-4-April-1983

STRAIGHT AND LEVEL

The month of March has been a busy one for me; a week of aviation, a week at work, a week at Sun 'n Fun, another week at work, then off for a family vacation to maintain our "brownie points".

Those of you who have not heard of Santa Paula, California should become acquainted with this great city sometime. The Staggerwing Museum Foundation and Staggerwing Club held their winter meeting in Santa Paula at the request of the Santa Paula bunch. This was our opportunity to finally visit this fascinating airport and its fabulous people and aircraft. Our week began in Los Angeles where we attended three days of aviation semi­ nars. Fortunately the activities were held within a hotel complex, as it was during this period of time that the torrential rains, floods and tornados struck this area.

Departing Los Angeles on Thursday morning we visited the Tallmantz Museum and then swung over to Chino for a visit to the "Western Warbird Capital". Following lunch at Chino we drove to Cable, California and spent a most delightful afternoon with Lane Leonard. Lane graciously gave us a special tour of his facilities. His antiques and collections of rare books and aircraft artifacts are priceless and should be enjoyed by future generations.

Off again on the California freeways we drove to Ven­ tura where we met for the Staggerwing gathering. Friday morning brought forth some California sunshine, so we rushed out to the Santa Paula airport to visit with our friends and tour their fabulous facilities. To attempt to describe what is on the field would take many pages.

Possibly the most interesting way to describe the airport would be to say that on the field are antiques, classics, homebuilts, warbirds, restoration shops, welding facilities, paint shops, flight instruction, you name it - it is there.

We observed in the pattern, twins, students in singles, antiques, homebuilts, classics and radio controlled models.

Hospitality at the hangars was superb; the doors were open to all welcome guests. Out hats are off to Don Dickenson and the fine people of the Santa Paula airport, truly a dream come true.

Sun 'n Fun officially opened on March 13, so we de­ parted home early that morning and visited with Steve and Dorothy Wittman at their winter home near Ocala, Florida on our way to Lakeland. We have never seen Steve without a project in the making, and sure enough, there was a new set of wings about ready for his current one.

The climax of our visit with the Wittmans was a ride with Steve in his "Buttercup". The performance of this machine with an 85 hp Continental is so outstanding that it almost is unbelievable.

Arriving at Lakeland before the start of the daily air show, we tied down the aircraft, registered and began a wonderful week of fellowship . The first two days were excellent with fine weather and a good number of arrivals; but Tuesday brought torrential rainstorms to the area and we were entrenched in mud. The weather did not cooperate with the fly-in, but the final two days were a bit more agreeable, bringing warmer temperatures and sunshine.

There must have been droves of aircraft stranded in lower Georgia and upper Florida. A few did arrive on the final day, Saturday, and some excellent examples of antiques and classics were on display. Details of the various events and award winners will appear in later issues of The VINTAGE AIRPLANE, for the Fly-In was covered by our EAA staff.

While in Lakeland, Paul Poberezny was advised that 2 APRIL 1983

By Brad Thomas President

Antique/Classic Division

the FAA may ask EAA to withdraw its petition for a Repairman's Certificate for qualified owner/restorers of their antique and classic aircraft. The FAA advised that replies in opposition to the petition amounted to approxi­ mately 20% of the total received, which we were aware of.

At this writing no action had been taken by the FAA. During several informal discussions with EAA's President and others, it was doubtful that EAA would withdraw the petition at this time; and with sufficient encouragment from the entire membership, EAA will pursue the issue.

Most of the opposition has come from the Antique Airplane Association, headed by Robert Taylor of Blakes­ burg, Iowa.

EAA and its Antique/Classic Division initiated this petition at the request of the many antique and classic restorers. It is the opinion of many that those who have restored a beautiful, fully airworthy aircraft under the supervision of an A&P and signed off by an AI, deserve the credit for their work with the issuance of a Repairman's Certificate so they can annual and maintain their own aircraft. Neither the airworthiness certificate nor stan­ dard category would be affected by this petition; and further, the A&P certificate would be an option, not a requirement for the owner/restorer.

We have received many hundreds of positive comments in favor of the EAA petition. In order to pursue this en­ deavor we must bring the facts to you, the individual, who feels this proposal is deserving and needed. Remember, we are not looking only at today, but also into the future when the need will become even more significant.

EAA and its Antique/Classic Division can only devote so much time and effort toward this proposal. There are many other important projects requiring immediate atten­ tion which will also benefit sport aviation . We are not dropping the proposal; however, we want to hear from the membership of EAA and all its Divisions. Please write to either Paul Poberezny or myself stating your opinions of the proposal, both pro and con. Only you can express your desires which could have a marked effect on the continued restoration and operation of our antique and classic air­ craft, and further reduce FAA rules and requirements.

Rest assured that if enough positive comments are re­ ceived, we will continue with a positive, straightforward approach.

The FAA is willing to help us, but some folks in aviation still hold onto the old ideas ... "I got my A&P license the hard way, and others should do the same." Paul deserves the continued recognition for getting the Amateur-built Aircraft Repairman Certificate program instituted which was made possible with the fine cooperation and under­ standing of the FAA. Self education through EAA has come a long way . •

PUBLICATION STAFF PUBLISHER

Paul H. Poberezny

EDITOR

Gene R. Chase

APRIL 1983 • Vol. 11, No.4

MANAGING EDITOR

Pat Etter

COPYRIGHT © 1983 EAAANTIQUE/CLASSIC DIVISION, INC., A LL RI GHTS RE SERVED

EDITORIAL ASSISTANT

Norman Petersen

FEATURE WRITER

George A. Hardie, Jr.

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

President W. Brad Thomas, Jr. 301 Dodson Mill Road Pilot Mountain. NC 27041 919/368-2875 Home 919-368-2291 Office

Vice President Jack C. Winthrop

Route 1, Box 111

Allen. TX 75002 2141727-5649

Contents 2 Straight and Level

by Brad Thomas

4 AlCNews

Page 6

by Gene Chase Treasurer E. E. " Buck " Hilbert P.O. Box 145 Union, IL 60180

815/923-4591

Secretary M. C. "Kelly " Viets Route 2, Box 128 Lyndon, KS 66451 913/828-3518

6 Schellville Airport and the Ewertzes

by Deborah Richardson

8 A. C. " Charlie" Miller, Pilot and Master Craftsman, Part 2

by Ted Businger

14 IMAA 2nd Annual Fun Fly Festival

DIRECTORS Ronald Fritz 15401 Sparta Avenue Kent City, MI 49330 616/678-5012

Claude L. Gray, Jr.

9635 Sylvia Avenue

Northridge, CA 91324

213/349-1338

Dale A. Gustafson AI Kelch 7724 Shady Hill Drive 66 W. 622 N. Madison Ave. Indianapolis. IN 46274 Cedarburg , WI 53012 317/293-4430 414/377-5886

by Gene Chase

16 Liaison Aircraft - Korean War Era

by Norm Petersen

18 19 19 20

Calendar of Events Members' Projects Mystery Plane Coronado Airport - A Visitor's Gem

by Norm Petersen

21

Letters to the Editor

Robert E. Kesel 455 Oakridge Drive Rochester, NY 14617 716/342-3170

Morton W. Lester

P.O. Box 3747

Martinsville, VA 24112

703/632-4839

Arthur R. Morgan 3744 North 51st Blvd.

Milwaukee, WI 53216 414/442-3631

John R. Turgyan 1530 Kuser Road Trenton, NJ 08619 609/585-2747

FRONT COVER . .. '29 Great Lakes 2-T-1A, N844K, SIN 91 flown by owner Bill Ewertz (EAA 42278 , AlC 7005) with wife Jan in front cockpit .

See story on page 6.

(Photo by Deborah Richardson)

S. J. Wittman Box 2672 Oshkosh, WI 549Ql 414/235-1265

George S. York 181 Sloboda Ave. Mansfield, OH 44906 419/529-4378

BACK COVER . .. Monocoupe 110 SpeCial, N2347, SIN 5W-641 , with 200 hp Warner , photographed on 7/31 /63 at EAA Convention, Rockford , IL. Aircraft was owned by Dallas Warren , Pataskala, OH who was later killed in it. Monocoupe is now registered to Wm . H. Symmes (EAA 39233, AlC 150), 8656 SW 154th Cir. PI., Miami, FL 33193.

(Photo by Ted Koston)

ADVISORS John S. Copeland 9 Joanne Drive Westborough , MA 01581 617/366-7245

Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434

Page 8

Page 16

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Robert G. Herman W 164 N9530 Water Street Menomonee Falls, WI 53051 414/251 -9253

Espie M. Joyce, Jr. Box 468 Madison, NC 27025 919/427-0216

Gene Morris 27 Chandelle Drive Hampshire. IL 60140 312/683-3199

Daniel Neuman

1521 Berne Circle W.

Minneapolis, MN 55421

612/571-0893

Roy Redman Rt. 1, Box 39 Kilkenny, MN 56052 507/334-5922

S. H. " Wes" Schmid 2359 Lefeber Road Wauwatosa, WI 53213 4141771-1545

Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors . Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to : Gene R. Chase. Editor, The VINTAGE AIRPLANE , P.O. Box 229, Hales Corners , WI 53130 .

THE VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned excl usively by EAA Antique/Classic Division , Inc. of the Experimental Aircraft Association . Inc. and is published monthly at 11311 W. Forest Home Ave. , Franklin, Wisconsin 53132, P.O. Box 229, Hales Corners . Wisconsin 53130 . Second Class Postage paid at Hales Corners Post Office, Hales Corners , Wisconsin 53130 and additional mailing offices. Membership rates for EAA Antique/Classic Division , Inc. are $18.00 for current EAA members for 12 month period of wh ich $12.00 is for the publication of The VINTAGE AIRPLANE . Membership is open to al l who are interested in aviation .

ADVERTIS ING - Antique/Classic Division does not guarantee or endorse any product offered through our advertising .

We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken .

Postmaster : Send address changes to EAA Antique/Classic Division , Inc., P.O. box 229, Hales Corners, WI 53130.

VINTAGE AIRPLANE 3

REFERENCE GUIDES TO

EAA PUBLICATIONS

Compiled by Gene Chase

JOHNSON WAX TO PROVIDE

SIKORSKY S-38C DISPLAY

Sam Johnson and the Johnson Wax organization have made a number of major contributions to the EAA Aviation Foundation Capital Campaign and now they have indi­ cated that they will provide the new EAA Aviation Center with a realistic display of a Sikorsky S-38C as owned and operated by the company in the 1930s. The mock-up will include the airplane's cockpit and passenger seating area (including reproductions of the airplane's original cane seats).

Museum visitors will be able to enter the plane and become fully immersed in the ambience of air travel of the period. Plans call for hidden audio/visual equipment which will provide the sights and sounds of a 5-minute flight.

The display will actually move so that the passengers can "experience" the take-offs and landings. This fabulous display is being designed by Ben Lawless, who is respon­ sible for the excellent World War I display at the National Air & Space Museum in Washington, DC. Current plans call for the display to be completed in time for the July 30th preview opening of the EAA Avia­ tion Center.

EAA STATE ASSOCIATIONS The EAA Board of Directors recently adopted a resolu­ tion to "pursue the further development of EAA State Organizations . .. in all states that do not have an effective group speaking for the concerns of recreational aviation enthusiasts."

Chapter leaders have recognized a need for organizing EAA Chapters, including Division Chapters at the state level. The justification for their being established range from meeting crises facing the state's aviation community to organizing fly-ins, technical presentations, social gatherings or any combination of these activities plus many others. State organizations have proven effective in approaching aviation concerns at that level as Chapters on the local level and EAA Headquarters on th e national and international scene.

Eight EAA State Organizations are now active with others forming across the country. EAA State Organiza­ tions can most simply be described as a confederation of the Chapters organized to work on behalf of recreational aviation activities at the state level. If you are interested in forming or supporting the effort to form an EAA Associ­ ation in your state, please contact Chapter Director , Chuck Larsen at Headquarters.

4 APRIL 1983

The 1982 REFERENCE GUIDE TO SPORT AVIA­ TION. The VINTAGE AIRPLANE, SPORT AEROBATICS and ULTRALIGHT Magazines is now available. With the guide you can find all articles in EAA publications on a particular topic or aircraft. This accurate, extensive index to EAA publications is a vital addition to any personal or Chapter's magazine collection.

1982 - $3 .00 1970-1974 - $5.00 1981- $3.00 1960-1969 - $6.00 1980 - $3.00 1953-1959 - $5.00 1975-1979 - $6.00 Complete Collection­ $22 .00ppd.

Order from John Bergeson (EAA 16546), 615 W. May Street, Mt. Pleasant, MI 48858.

WALTER J. BOYNE Mr. Walter J. Boyne has been appointed as Director of the National Air and Space Museum in Washington, DC. He had been serving as Acting Director. This is a good appointment as Walter Boyne has had extensive experi­ ence in aeronautics and has a reputation of being a good administrator.

TYPE CLUBS AT OSHKOSH '83 As announced in the January 1983 issue of this magazine, space will be made available in the Antique/ Classic Hospitality Tent near the Red Barn for those type clubs wishing to set up a "headquarters" at the 1983 EAA Convention scheduled for July 30 through August 6. This will provide an opportunity for each club to recruit new members, enjoy the fellowship of other clubs, and enable type club members to meet their club representatives.

Requests for space reservations have been coming into EAA Headquarters and it appears this will be a popular activity.

To reserve this space at Oshkosh '83, the following must be sent by J une 1, 1983 to Antique/Classic Division, EAA, P.O. Box 229, Hales Corners, WI 53130, Attention: Pat Etter.

1. Name of Type Club 2. Name, address and phone number of contact person 3. A nominal fee of $25.00 payable to EAA A/C Divi­ sion which includes one table and three chairs.

Merchandise sales will not be permitted as this would violate the Convention commercial sales regulations; how­ ever, merchandise items may be displayed and orders taken for later delivery. Memberships may be promoted and sold.

The chairman of this activity is Espie "Butch" Joyce, Box 468, Madison, NC 27025 .

LANDING FACILITIES IN THE U.S. The total number of landing facilities in the U.S. at the end of 1982 was 15,831, representing a net gain of 355 over 1981. Of th is total 12,596 were airports, 2,712 heliports, 458 seaplane bases and 65 STOL airports. Total landing facilities closed during 1982 numbered 444.

Privately owned airports increased 348 in 1982 from 10,678 in 1981 to 11,026. Publicly owned airports increased only 7, from 4,'/98 to 4,805. The number oflanding facilities open to the public decreased by 163 in 1982 to a new figure of 6,127.

Lighted runways are at 4,844 locations and paved run­ ways at 5,223. The airlines serve 699 airports of which 57 are military fields.

Texas has the most landing facilities with 1,484 fol­ lowed by Illinois - 908, California - 843, Pennsylvania ­ 696, Ohio - 681 , Alaska - 666, Florida - 529 and Minnesota with 498.

SEATTLE'S MUSEUM OF FLIGHT Now under construction, this world class facility will bring to life the richness of the history of flight and the men and women who created it. Located on Boeing Field in Seattle, Washington, the museum will overlook an operating airfield where visitors may watch an endless flow of air traffic. A tie-down area is available for visitors who fly their own planes to the museum.

The first phase of development included the acquisition of the seven-acre site and the restoration of the historic "Red Barn," building a new administration building, and installing early flight exhibits documenting flight from the 13th century through 1930. This first phase will be open to the public this summer.

The centerpiece of the Museum of Flight is the "Red Barn." This structure has come to represent the Pacific Northwest's contributions to aviation, for it was here, in 1916, that William E . Boeing, Sr. founded the Boeing Airplane Company.

The second phase of the project is the construction of the Great Gallery, a massive six-story steel and glass structure. The Great Gallery has a display area covering more ground than a football field and will exhibit the major aircraft in the museum's collection, including a B-17 sus­ pended from the ceiling. Other aircraft on display will be a B-29, the prototype Northrop YF-5A Freedom Fighter, a Curtiss Robin, the first Boeing float plane, a newly restored Boeing 80A, and so on.

For more information on this impressive new facility, contact the Museum of Flight, 9400 East Marginal Way South, Seattle, W A 98108.

Island on Lake of the Woods.

Volunteers with the Wl'stern Canadian Aviation Museum spent a day on a specially crane-equipped barge to hoist the float out of 45 feet of water. It was in pretty rough shape, bearing several bullet holes and axe marks.

The Western Canadian Aviation Museum plans to re­ tore it and add it to their collection ofrare Junkers parts.

CHINESE AIRFORCE

INFORMATION NEEDED

It was recently the pleasure of several EAA Board and Staff members to visit with Dr. Hideo Nakayama (EAA 204509) of Tokyo, Japan during his visit to the EAA Avia­ tion Foundation Museum in Franklin, Wisconsin. Dr. Nakayama, who has authored books on warbirds of several nations, had traveled to the Museum to view the Nakajma Ki.43.2 "Oscar" on display in our Museum and request assistance in gathering information about the Chinese Airforce. Dr. Nakayama requests EAAers' assistance in securing any available data or photos on the Kuomingtang (Nationalist) or the Chinese Communist Airforce. He re­ quests materials be sent to: Dr. Hideo Nakayama, M.D ., 6-1-4 Hatanodai, Shinagawaku, Tokyo 142, Japan.

KR-21 AVAILABLE St. James School, a secondary school in Hagerstown, Maryland has for sale a 1929 Fairchild KR-21A, NC362N, SIN 1017 with the monies to go towards the endowment of the school. The plane is stored in a hangar, with wings off, in Smithfield, NC. It can be seen, and assembled for flight in a very short period of time.

The plane is powered by a 100 hp Kinner K-5, SIN 1036 with 28 hours SMOH. Total time on the airframe is 651 hours and its complete restoration was finished on 3/15/82.

At the Sun 'n Fun '82 Fly-In at Lakeland, FL this aircraft received the top award in the Silver Age category, 1928­ Fairchild KR-21 , NC362N, 1932.

JU 52 PONTOON RECOVERED The Western Canada Aviation Museum in Winnipeg was successful in its efforts to recover a float from a historic Junkers aircraft that was submerged in 45 feet of water on Lake of the Woods.

The float belonged to the Junkers Ju 52 aircraft, CF ARM, flown between 1931 and 1943 by Canadian Airways Limited, the forerunner of CP Air. Brought to Montreal in 1931 from Germany, the Jun­ kers was flown from there to Winnipeg where it was first based.

The Junkers Ju 52 could carry up to 5,000 pounds freight and made history flying heavy equipment all over northern Ontario as far north as Hudson Bay and as far northeast as Pickle Lake. It earned a reputation for flying parts and other badly needed pieces of equipment into the booming northern Ontario mining communities.

The plane stopped flying in 1943 when no suitable replacement engine could be found and it was literally scrapped and spread all over. One of the plane's floats was sold for a dock fixture and eventually ended up near Yacht

For further information contact Mr. A. R. Hoxton, III, Aviation Risk Manager, National Aviation Underwriters, P.O. Box E, Shepardstown, WV 25443. Telephone 1-800­ 624-0541. In West Virginia a nd Delaware - 304/876-2707.

HAROLD E. EMIGH We have received word of the passing of Harold E. "Pop" Emigh of Palm Springs, California on December 23, 1982. "Pop" designed the Emigh "Trojan" A-2 and the Emigh "Commuter" helicopter. He was a familiar figure at EAA fly-ins in the 1970s in the Los Angeles area. • VINTAG E AIRPLANE 5

Schellville Airport, photo taken 2-20-83 from Jim and Deb Richardson's Cessna 170. California's rainy season results in lots of water in the area.

SCHELLIlILLE dIAPO~ lite ~

Jan and Bill Ewertz (EAA 42278, AlC 7005), 110 Sprecht Rd., Sonoma, CA 95476 and Jan's Great Lakes, N874K.

By Deborah Richardson

(EAA 182182, AlC 7171)

145 Los Altos

American Canyon , CA 94589

Photos by Gene Chase Except as Noted The Napa Valley, located in Northern California, read­ ily accepts prominence from its splendor and world famous wineries. Nestled quietly beside the Napa Valley is Sonoma Valley, lesser known perhaps , but it claims a subtle charm uniquely its own. That charm is Schellville Airport (called Sonoma Valley on sectional charts). Home to the Schell ville Antique Escadrille, one quickly acquires the impression of being caught up in a time warp with its dirt runways, abundance of antique airplanes and avia­ tion, 30's style.

The airport comes to life on weekends, with a ceaseless parade of aviation history. Visitors converge for a variety 6 APRIL 1983

of reasons. Some stumble onto the airport upon seeing a Stearman with banner boasting aerobatic rides. Others hope to re-establish acquaintances with the planes in which they struggled to coordinate stick and rudder during student pilot days. Many delights await the inquisitive behind the hangar doors. This is Christmas on a grand scale. Fortunate are those who experience the glorious sound of an immaculately maintained round engine, rub­ bing runway dust from their eyes as they strain to watch these gallant old planes, these time machines.

The owners of these planes born of another time, reluc­ tantly endure the curious and the fabric thumpers. Many take pride in revealing their plane's past glories, by de­ scribing intricate details of the resurrection or sharing flying stories, with arms flailing to illustrate a point.

Two of the most visible of Schell ville's inhabitants are Bill and Jan Ewertz. Bill's skill in working with antiques was honed while a student at San Jose State. Under the tutelage of Robert "Pop" Reid, Sr. and Larry Steven, Bill quickly learned the fine art of restoring antique airplanes and he began his own collection and restoration of an­

Some of the "airport gang" (L-R): Jerry Ross, Jim and Deborah Richarson, Jan and Bill Ewertz, and Wally Reicheldt, owner of Schellville Airport.

Schellville Airport office building. Tower is not used. The couple are Jim Lynch and Kathy Coghill who are restoring the first production Model 8 Luscombe.

tiques. A virtual air force has passed through his hands.

Bill has restored or built a Stearman, Arrow Sport F, Minicab Hawk, Piper J-5, Taylorcraft BC-12D, Luscombe 8-F, Jungster I and two Great Lakes. He also has owned three Champs, two J-3 Cubs, Pitts, Stinson 10, Aeronca C-3 and an Aeronca Sedan. In storage are a 1931 Aeronca C-3 Razorback (N16549) and an incomplete salvage of a 1976 Great Lakes. Bill has been flying for 21 years, having accumulated over 1800 hours of flying time.

Jan Ewertz worked for an FBO during her high school days and intermittently took flying lessons and ground school. Progress was slow and her private pilot's license seemed unimportant until Jan had her first ride in a Cub with the doors open. The adventure in the Cub awakened her interest in flying and she realized this was flying as it was meant to be. She met Bill a short time after her Cub ride and he served to further her interest in antiques.

Jan had her license six months later.

Jan bought her 1946 Aeronca Champ, N1350E, in 1977 and Bill acquired his 1929 Great Lakes nine years ago, trading his Pitts. Acquisition of his Great Lakes was done through a Chicago-based dealer. Having only seen photos of the Great Lakes, Bill eagerly anticipated the new arri­ val. Based in Florida, the Lakes would be flown to Sonoma and exchanged for the Pitts. Engine problems plagued the 200 hp Ranger before the plane reached the Florida state line. Once repairs were made, the plane was again on its trek West. A troublesome mag again delayed the trip and this time Georgia was as far as the plane ventured. Six months after the arranged sale, the ferry pilot trium­ phantly arrived at Schellville, defective mag in hand.

The plane went over on its back after the third year of ownership necessitating a complete restoration . .. top

wings, sheet metal , ribs, vertical fin . Working feverishly with the skills acquired in his college days, Bill was able, with help from friends. to completely restore his plane in only four months.

Bill and Jan began collecting parts for another Great Lakes and they deemed it "Jan's." The painstaking job of building the Lakes began in October of 1978 . .. the replica being an exact copy of Bill's '29, with identical engines, cockpits, and instrument arrangement. Bill's is painted blue while Jan's is yellow which is the only dissimilarity.

Jan's plane is being readied for the engine installation with its maiden flight expected soon . Many of the parts had to be manufactured with the most difficult being the Johnson bar which was skillfully crafted by Darrell Eastman.

One can usually find Bill and Jan at the airport, their open hangar doors serving as a welcome, with folding chairs ready for occupancy. Flying tales abound and Bill is generous with advice. He easily assumes the role of "crisis resolver." Bill and Jan fly to most West Coast Antique fly-ins, he in his Great Lakes and she in her Champ. When the event concludes, Bill awaits Jan's arri­ val at Schell ville in her much slower Champ. This air show season will be different, culminating in a trip to Oshkosh '83 . This year it will be flight oftwo identical Great Lakes.

Today there are few places like Schell ville. Its people are different . . . they failed to notice when nosewheels replaced tailwheels, engines became streamlined, and fab­ ric and tubing disappeared in favor of aluminum. They don't want to be based anywhere else or fly from a strip that doesn't produce a billowing cloud of dust on take-off.

Schell ville is kind to these old planes ... it's a haven . . . it's their home. •

Wally Reicheldt's Salmson-powered 1930 American Eaglet, N479V.

(Photo by Deborah Richardson)

Bill and Jan Ewertz and their "his and hers" Great Lakes.

VINTAGE AIRPLANE 7

PILOT AND MASTER CRAFTSMAN Part 2

By Ted Businger (EAA 93833, AlC 2333) Rt. 2, Box 280 Willow Springs, MO 65793 (Photos from the author's collection except as noted)

Editor's Note: Charlie Miller's aviation career started in 1924 as a flying student at the Ryan Flying Company in San Diego, California. He subsequently flew some of the interesting aircraft of those years and worked on a great variety of both civilian and military aircraft, including Lindbergh's "Spirit ofSt. Louis." When Charlie retired in 1969 he was General Superintendent at Douglas Aircraft.

He and his wife currently live in Santa Monica, California.

Part 1 of this story appeared in the March 1983 of The VINTAGE AIRPLANE .. . G.R.C.

PRUDDEN

Charlie continues, "In 1928 I went to work for Prudden in San Diego and began my metal airplane construction experience. George Prudden was the company founder and previously was chief engineer for Ford on their Tri-Motors.

One day he made the mistake of making an unauthorized trip to the crash site of the dirigible "Shendandoah," and then being quoted in news releases as "a Ford official"; for committing this "no-no," he was fired.

Let's digress here for a moment for an insight into Ford Motor Company policy in those years. A left-hand car door had been misdesigned so that it would not fit into the space allowed. The production line was operating at a rate of 300 cars per day. The error did now show up until the first unit reached final assembly; you can imagine the mess!

In checking this out, the errant drawing was found. It had been approved by everybody up to and including the chief engineer. The draftsman was absolved for his part in the fiasco and everyone else was fired. That story was told by an acquaintance of mine who had been a Ford employee at the time. Keeping that in mind, I always looked very closely at any official document needing my signature.

Back to the Prudden Tri-Motor. Mr. Prudden gained his financial backing for this venture from a San Diego Ford auto dealer who wanted to get in on the aviation boom. The plane resembled a small edition of the Ford job, even to the corrugated skin. We rolled the skins on pro足 gressive rolls. These rolls were a gang mounted tool that started forming with a reduced cross section at the entry end, with each succeeding pair of rolls bringing the sheet metal closer to the final cross section that was needed.

To the best of my knowledge, the first application of a drop hammer being used on aircraft parts occurred at Prudden. Fred Rohr (later of the Rohr Corp.) had some 8 APRIL 1983

(A. C. Miller Photos)

Two views of the 1928 Prudden All Metal Tri-Motor at Rockwell Field, San Diego, CA.

previous sheet metal experience and he explained an idea he had to George . To prove it was practical Fred got two "T" rails, a rope, a steel drum to hold the rope, and two cast concrete blocks. With this improvised set-up, he was able to produce some corrugated test sections.

Prior to this novel approach, drop hammers had been used mainly to produce ornamental doorways. These were usually formed and embossed copper pieces made to resem足 ble chiseled stone, and later nailed over a wood base. In future years Fred would perfect the operation, and refine the drop hammer to the point that a flourishing business would ensue.

Another interesting feature on the Tri-Motor was the wing spars. We riveted these by using a spring-loaded mouse as an aid in skin attachment. A cord was fastened to each end of the mouse which, by pulling, could be positioned very closely to where it was needed. This tool worked very well.

II. "

I

The engines on the Prudden Tri-Motor were German Siemens-Halskes purchased from Ryan and they could be set up to run either clockwise or counterclockwise. The outboard engines were rigged in this way to reduce torque.

One hat section at the cockpit support area was de­ signed with .025" material. The financial backer insisted this was too fragile. Unfortunately, Prudden obliged him and beefed up this part, and others, to placate the "automo­ tive angel." This indiscriminate increasing of weight re­ sulted in an absolute ceiling of 8,000 feet, dooming the Tri-Motor project. I went along on the test flight."

Historical Note: George Prudden's name has nearly been forgotten in aviation history. The following high­ lights should be recorded: He was born in Duluth, Min­ nesota on February 18, 1893 and made this first flight in 1910. From 1920 to 1922 he was stress engineer for Stout Engineering Laboratories in Detroit. From 1923 to 1925 he was chief engineer for Stout and he created the struc­ tural design for an all metal plane in 1924. He was vice president and chief engineer in 1927 and 1928 for the Prudden-San Diego Airplane Company.

His next job was consultant for Curtiss-Wright at Bris­ tol, Pennsylvania, followed by a stint as stress engineer and chief inspector for Lockheed in Burbank, California.

In 1940 he was named Assistant Works Manager for the Vega Airplane Company, a Lockheed subsidiary in Bur­ bank.

In August 1928 Edmund T. Price joined Prudden at no salary. He was to become the director of the company when he made a sizeable financial investment. In October Wil­ liam 1. Lewis joined in this venture as an engineer.

Mr. Price took a ride in the first Tri-Motor and said, "It literally took my breath away; it took off at 80, cruised at 80, and landed at 80." This first plane was officially known as the XM-l.

Later in 1928 a second plane, refined by Mr. Lewis, was completed and designated the TM-l. The major differ­ ence was, on the later model the two outboard Siemens­ Halske engines were on strut mounts with their thrust line at a plane slightly above the cabin floor line. The TM-1 also had wheel covers, a spring-type tail skid and other minor improvements. Its performance was still poor.

Later, the three Siemens engines were replaced by a single P&W "Wasp" in the nose. The plane was registered as 5728 and designated the SE-l.

The Mexican army made a down payment on the ship in this configuration but the Mexican pilots refused to accept delivery as this large aircraft was beyond their flying ability. The plane was scrapped in Los Angeles. It

is possible that the XM-1 , TM-1 and SE-1 are all the same plane.

Mr. Price then took control of the debt ridden company and reorganized it as the Solar Aircraft Company. At this time George Prudden left the company, going to work for the Atlanta Aircraft Corporation in Atlanta, Georgia where he designed the Prudden-Whitehead Tri-Motor.

In his O.S. Civil Aircraft, Volume 9, page 139, Juptner describes the aircraft thusly: "Group 2 Approval 2-218 (6-5-30) Atlanta "Tri-Motor" PW-1 as 8PCLM with three 240 hp Wright R-760 engines; for serial #2 at 7,345 lbs. gross weight. A George H. Prudden Design."

The final disposition of these planes, if there were two , is unknown .

Back at the Solar Aircraft Company William Lewis designed a sesquiplane that was unveiled in May 1929. It was called the Solar MS-1 and was powered by a P&W "Wasp" C. As no record of such a sale exists at P&W, it is possible that the engine used was removed from the Prud­ den TM-l. The MS-1 was sold to a Mexican airline where a crash landing ended its career. From that point on the Solar company went into the fabrication of aircraft compo­ nents.

DOUGLAS

Charlie Miller continues, "In June 1928 George Strompl was the superintendent at Douglas Aircraft in Santa Monica, California. He hired me because of my sheet metal experience. In the ensuing months I had to prove this fact many times, moving from place to place as well as shift to shift, teaching general metalworking techniques and riveting.

Historical Note: This was the transition period from wood and fabric to at least partially constructed metal planes for the Douglas Company. George Strompl became associated with this company in March 1920 when Donald Douglas decided to leave his post as chief engineer with Glenn Martin in Cleveland, Ohio. Douglas took six men with him who he felt would be valuable in helping him to form a new company. George Strompl and a man named Eric Springer were among these six ... T.B. DOUGLAS T2D

Charlie's story continues, "The T2D Torpedo plane was a twin engine biplane built for the Navy. It was more often used by the fleet as a target tug. The target socks were fairly large and as an aid to safe operations the cable was overly long. The cable reel was fastened to the tubing in the lower fuselage structure.

On one flight , for some reason the reel brake failed while the target was being extended. When the sock a,nd cable reached the end, they departed the aircraft along with the reel and part of the structure. A very gentle return flight to base followed.

(McDonnell Douglas Photo)

1928 Douglas T2D-1 U.S. Navy torpedo plane powered by two Wright R-1750 engines. Nine examples were built.

VINTAGE AIRPLANE 9

(A . C. Miller Photo)

This caravan was transporting a PD-1 from the Douglas plant to Huntington Beach in San Diego.

DOUGLAS PD-1

Douglas built the twin-engined PD-1 Navy patrol boat 1929. It had an adjustable stabilizer, actuated by a sq uare threaded bronze screw working in an a luminum casting. To illustrate our lack of knowledge at that time, it was reasoned that the bronze part would be selflubricat­ ing. I was the mechanic assembling these first units and then insta lling them.

It didn't take too long to discover that the units would seize during use. It was obvious that a grease fitting was the only solution. "Dutch" Kindl eberger was chief engineer then . .. later he was the driving force at North American that helped to build it into its present position. When Dutch saw the problem , he instructed me to drill and tap the units without disassembling them . Some rather nega­ tive conversation ensued with my refusal based on my inability to keep chips and debris out of the mechanism.

Finally "Dutch" went stomping off, mad as hell , because a lowly mechanic would not do as he was told.

Unbeknown to either of us, Navy Commander Pace In

was sta nding in the background , but well within hearing range. He was the Navy's on-site representative . He walked up to me and said "You were right" ... with a li ttle smile and a nod of hi s head he went on . That little incident stuck with me a long time.

One night, I was di sassembling the first ship in prep­ aration for delivery to the Navy. At 11:30 p.m . George Strompl came to me and said, "Miller, you had better go home a nd rest and be back here at 4:30 a .m. You know the route so take this plane to Rockwell Field. Do every­ thing that's necessary a nd keep it guarded at all times, as a lot is riding on this plane. We borrowed eight million dollars to get it into production."

It took 16 1/2 hours to travel a little over 120 miles' We used my good 1928 Buick to lead the parade. The road ran in and out of every canyon over the Torrey Pines Grade, t hen through San Diego , down Market Street to Chula Vista, and over t he Si lver Strand to the Navy Base.

The Admiral and his entourage were waiting for us.

As soon as we arrived, the Admiral was physically hoisted out of his car and on top of the sponson. He wanted to see the inside of the cockpit!

On the first two PD-1 's, someone at Douglas failed to install two bolts at the front spar attachment and three on the rear spar attach point (all on the lower wing). Once discovered , there was an immediate call to San Diego where the planes were based. George Strompl called me in a nd told me to get my tools, equipment and the bolts , then to get my butt to the Navy Base at North Island.

There was quite a reception party waiting with the sai lors wanting to know where the bolts were to go. They told me unceremoniously what they thought of people who would allow a patrol boat to be delivered sans vital parts.

Although this cheery news was received after a long over­ wa ter flight, everything worked out okay in the end.

Historical Note: It was this year, 1929 when Charlie Miller received his mechanics license, number 7826. His license was sti ll active 40 years later when he retired from Douglas ... T .B.

Twenty-five of these Douglas PD-1 patrol flying boats were built in 1929 for the U.S. Navy. Power was two Wright engines of 525

hp.

10 APRIL 1983

(McDonnell Douglas Photo)

NORTHROP

In later 1929 Dick Bowman was flying Ryan M-1's for Pacific Air Transport on the mail route form Los Angeles to Seattle. At a chance meeting, he gave me a glowing report of the new Northrop plant activities at Burbank, California. He described the monocoque fuselage developed

by John Northrop, plus other interesting aspects of his work.

Northrop had built his first flying wing (actually it was a semi-wing, with a tail boom) and the Northrop Beta's were pretty well along by the time I applied for work there.

I was hired in January 1930 and put in charge of the fuselage department at the start of the "Alpha" project.

While there I learned to have great respect for the mental capacity of Jack Northrop , as well as his number one assistant in engineering, Don Berlin. At that time Ed Heineman and Roy Russell entered the picture.

Northrop Alpha under construction in 1930.

That original flying wing was flown only by Eddie Bellande who was in great demand as a test pilot. He was making test flights for Lockheed, Mark Campbell's "Gol 足 den Eagle," this Northrop, plus others. In those days of great and daring test pilots, Eddie was fairly close to the top of the list.

Without a shred of evidence to support my attitude (just a gut feeling I've never been able to dismiss) I believe there was a direct connection between the Beta and the Japanese Zero Fighter of WWII . This is based on the fact that an outgrowth of the Beta was a very lightweight

pursuit, built by Douglas. This ship showed great promise ~md had phenomenal performance. On one flight it was making low level passes going from Point Dume heading south, when it just disappeared without a trace. There are just too many of the same design features which show up in the Zero and the Douglas Pursuit.

Another outstanding test pilot of that era was Eddie Allen. He was test flying the Beta powered with the Wasp Jr. Near the end of the tests the inspector from the depart足 ment of Commerce ordered the aileron travel restricted .

We fabricated some aileron stops and installed them to give the degree of travel ordered by the inspector.

Eddie then took the ship up to 10,000 feet and went through a series of spin tests. When we thought he was coming in for a landing, he climbed back to altitude and threw the little ship into a violent spin . On pull-out it was immediately obvious that all was not well as the ship began to barrel roll. In that last spin, Eddie had moved the ailerons past the stops and now he was unable to get them back to normal.

Most other pilots would have jumped in this situation but Eddie was trying to save the ship. As we watched with a great deal of apprehension, Eddie headed toward a fairly flat cloud deck and started practicing landings out of a roll. The first few attempts were not encouraging, but steadily he improved his technique. With the engine nearly wide open and all controls forced to their extreme limits, he could posiiton the ship into a nose high attitude with the wings level for a very short period of time.

With nearly a full load of fuel on board he had to fly around for another hour to reduce that hazard.

The actual landing was nearly anticlimatic as Eddie rolled the ship down to approximately 100 feet of altitude at full throttle. Then he straightened out just as he had practiced and touched down. It was a bouncy, down-wind landing and he used up most of the field , but he and the ship were both okay.

Another pilot (identity withheld) convinced Ken Jay, the company president, that he was a test pilot. He was not. He took off in the prototype Northrop Alpha and soon ran into trouble. Bailing out, he came floating to earth via 1930 Northrop Alpha, X-127-W, SIN 2, with P&W Wasp engine.

The Alpha was the first all-metal, stressed-skin monoplane with a multicellular wing structure. It ushered in the era of modern Roy Russell Photo) low-wing monoplanes.

his parachute. He said the plane had vibrated so violently that he'd been thrown out.

The plane landed itself in the dry Los Angeles River bed only to be upset when it hit an obstruction on roll-out.

Unfortunately the wreck burned destroying all evidence.

The pilot most likely experienced a wing flutter situa足 tion and realizing how far he was over his head, he took the safe way out by jumping.

~",,-1... Yet> \.~~ER~~

:5....N"t> "BAG

(8)

Roy Russell at Northrop.

A little later Roy Russell and I were watching Eddie Allen make some low level , high speed runs in the next Alpha near United Air Terminal when a serious flutter developed. Eddie cut the power, pulled up into the traffic pattern and made a normal landing. The pronounced aile足 ron droop told us where the trouble was.

At any rate it was a real shame to lose the prototype Northrop Alpha so unnecessarily.

TW A operated Alphas as transports and mail planes and a new landing gear fairing was devised for their aircraft. This was simply an added section between the center section and the outer wing panel to which the gear was attached. The gear was heavily braced and then faired in. This was developed and put into use in October and November of 1931.

The Northrop system for fabricating a fuselage was unique for that time. We used gore cut sheets that were flanged and then roll formed. The roll bed was a leather covered sand bag. Longitudinal and vertical templates were used to check accuracy of this compound curve. The roll hinge point was 8 to 10 feet above the bed.

1931 Northrop Beta with Wasp Jr. This was the first airplane of 300 hp to exceed 200 mph and the forerunner of all-metal sport planes.

(C)

[

Never, to my knowledge, had anybody used the all metal construction techniques devised at Northrop. When Douglas acquired Northrop, the stressed skin wing design developed for the Alpha, Beta, and others was the most beneficial gain. There were no spars in this concept and this wing design was also used in the construction of the Douglas DC-I, DC-2 and DC-3 transports.

I recall those wing sections very well. Essentially they were flanged and tapered plates or sheets in which holes were punched in a predetermined pattern. The space be足 tween the holes was "nibbled" out using electric shears, usually in a triangular pattern. All edges were then debur足 red and finally the internal and external flanges were bent. This resulted in a stiffened bridge beam of very light weight.

(Roy Russell Photo)

DOUGLAS YO-31 1930/1933

An Army Air Corps major dreamed up the wing struc­ ~ure. for this aircraft. Evidently he had a great deal of pull In ~Igh places. The wing had several obvious design faults

which were not corrected until forced to do so by the results from testing. There were problems also with the fuselage and empenage, but I don't recall the specific details. remember the problems with the wing very well. The deSign concept was that of a box section. The spars were a re~atively light, flanged section with compression and tensIOn loads taken by the longitudinally installed corru­ gated skin. Nose and trailing edges were standard truss braced sections.

!

The fabric covering had a crazy attach scheme with every rib over this box section fastened in place by "stand­ offs" and sewn in place with curved needles. This was an extremely tedious job.

Initially the box section was reinforced with "finger" style doublers. On one test, the wing was loaded and predictably, it collapsed. The Army Air Corps inspector was overjoyed and we were delighted in the belief that this would be the end of the horrible design. However, much to our chagrin we were instructed to install more and heavier gage doublers. Thus the side plates nearly became the equivalent of a spar.

Author's Note: Total production of all variants of the YO-31 totalled 13 ships . .. T. B. FOKKER F-VII

(0)

In about 1932 a Fokker Tri-Motor filled with cadets landed at Clover Field, Santa Monica, right along the side of the Douglas plant. It ground looped about two-thirds of the way down the runway. Unfortunately this unplanned maneuver ran the Fokker smack into a large and very solid incinerator. This did not do the center engine a lot of good, but we found it to be repairable. . .The t~ing that stands out in my mind concerning this Incident IS that the wicker cabin seats were held in place with leather dog collar type straps.

On impact, the cadets, seats and what have you were all deposited in one large heap at the front of the cabin!

Over the intervening years the method of seat attachment has shown vast improvement.

COVE-RING

(Continued next month) •

Douglas YO-31 A U.S.A.A.C. observation plane with 600 hp Cur­ tiss Conquerer engine. Photo dated 3-10-33.

VINTAGE AIRPLANE 13

2ND ANNUAL

FUN FLY FESTIVAL

Story & Photos by Gene Chase The International Miniature Aircraft Association (lMAA) is only three years old, but in that short period they have grown to over 3,000 members and more than 100 chapters. The organization is truly international, with overseas chapters in eight countries as well as throughout the U.S. The IMAA is dedicated to promoting interest in build­ ing and the safe flying of giant size radio controlled model aircraft. The average member is an experienced modeler who craves the realism giant scale offers in a relaxed atmosphere. They sponsor festivals rather than competi­ tion-oriented contests and their second annual affair was a huge success.

Held at Ida Grove, Iowa, August 27 -29,1982 the festival was a mini-Oshkosh with both static and flying displays, major manufacturer exhibits, concessions, camping, even­ ing entertainment, and non-stop hangar flying. The 450 giant scale models presented a Mind-boggling sight and the realism of these beauties in flight was something to behold.

Ida Grove is located in northwestern Iowa about 50 miles from Sioux City and the IMAA Festival was hosted

by Byron Godberson (EAA 198967) and his company, Byron Originals, producers of quality scale model RIC kits and accessories. The site featured a beautifully manicured 700' x 300' grass runway for the models and a 3,000' hard surfaced runway for the full scale planes which Byron personally invited to participate in a daily airshow and fly-by.

The EAA Museum was represented by Gene Chase and Pat Packard in the Ryan Spirit of St. Louis replica and Jim Barton flying the Stinson SM-8A. Coincidentally, all of the other pilots were also EAA members, including Dr. Dick Dieter, T-28; Vince Mariani, Waco VKS-7; Duane Cole, T-Craft, Joe Schumacher, Christen Eagle; Ray Stutsman, P-47; Jack Spanich, Douglas Skyraider; Stutsman/Dieter, TMB; Tom Bohn, VariEze and a T-34.

We know that several of the IMAA members who were in attendance with their models were also EAA members as indicated by their familiar blue jackets containing Oshkosh patches.

A nice assortment of both civilian and military aircraft were represented in model form, such as a giant B-17 brought to Ida Grove from west Germany by its five buil­ ders; a 16'7" Stinson Model Tri-Motor weighirtg 99,5 Ibs.; a B-29 with a 16'6" wingspan and weighing 150 Ibs.; a 1/3-scale Sopwith Pup with a 9' wingspan, plus many, many more.

At the invitation of Byron Godberson, the 3rd Annual IMAA Fun Fly Festival will also be at Ida grove, scheduled for four days, August 18-21 , 1983. If the weather cooper­ ates, a fabulous time is guaranteed. For additional infor­ mation, contact Byron Originals, P.O. Box 279, Ida Grove, IA 51445. 712/364-3165 . • 14 APRIL 1983

Clancy Lintner, No. Canton, OH, standing behind the rudder of his giant scale Shrike Commander, runs up the engine prior to the plane's maiden flight. As a safety precaution, this test flight was scheduled early Saturday a.m. before the crowds arrived .

Ray Stutsman (EAA 110204), Elkhart, IN approaches for a perfect 3-point landing in his Oshkosh '82 Grand Champion P-47. This warbird was a favorite of the modelers at Ida Grove.

This quarter scale Starduster is being checked out by Corky Heitman (at right with transmitter) who was preparing to make the first flight of the plane for owner/builder AI Williams (EAA 199827) of Philadelphia, PA who is standing behind the model's right wing.

The castle motif is evident in many of the Godberson properties, both externally and internally. This elegant scene is the back wall of Byron's hangar and the radio controlled models hanging from the ceiling represent some of the products available from Byron Originals.

Byron Godberson (EAA 198967) of Ida Grove, IA hosted the 2nd annual IMAA meet, and has invited the group back again in '83.

Byron owns and flies a Cessna 310 and Waco UPF-7 as well as radio controlled scale models.

The daily pilot briefing was conducted by Dean Copeland of Lincoln, NE. The heavy white line marked one side of the runway.

VI NTAGE AIRPLANE 15

LIAISON AIRCRAFT ­ KOREAN WAR ERA

By Norm Petersen EAA Staff Editorial Assistant (Photos by Charles N. Trask)

U. S. Air Force DeHaviiand L-20 Beaver, 51 -6485, photographed on 18 Feb. 1954 at K-16 Air Force Base, Seoul, Korea.

In the April 1982 issue of The VIN­ TAGE AIRPLANE, E. E. "Buck" Hil­ bert wrote a story detailing his experi­ ences in Japan and Korea during the Korean War. This article stirred another member to bring forth his photos from the same conflict.

Charles N. Trask (EAA 69291, AIC 3163), a retired Army Master Sergeant from Stevens Road, Box 194, RD 2, York Haven, PA 17370, has submitted a series of aircraft photos he made while serving two tours of

Army North American L-17C, 47-1339, assigned to the 5th Light Aviation Section, X Corps (Group). Photo taken at K-16 Air Force Base, Seoul, Korea on 5 Feb 1954.

U. S. Air Force Stinson L-5-VW, 42-98253, assigned to Headquarters 5th AF. Photo taken at K-16 Air Force Base, Seoul, Ko­ rea on 28 Aug 1953.

Auster AOP6, WE 591 , of the British Commonwealth Forces, Korea photographed at K-16 Air Force Base, Seoul, Korea on 21 Sep 1953. Non-standard colors are: slate gray & sand camouf­ lage, light blue undersides, white lettering and General's Star on red background on cowl.

Aero Commander 520, C/N 130, Republic of Korea Air Force 503 (ex N2617B), photographed at K-16 Air Force Base, Seoul, Korea on 4 Apr 1954.

16 APRIL 1983

duty in Korea during the early fifties.

Buck Hilbert forwarded them for our use in The VINTAGE AIRPLANE. Attached to Headquarters, 8th Army in Seoul, Korea , Charles man­ aged to do a great deal of courier travel and while carrying out these assign­ ments , he traveled in almost every kind of aircraft used by the many forces during the war. Using mostly 116 and 616 film , Charles photo­ graphed many different aircraft a nd often developed the films in cereal bowls, sitting on the floor while work­ ing under a GI blanket and counting the seconds!

Published herewith are eight of Mr. Trask's pictures with more to follow in later issues. Besides an active EAA member for many years, Charles is busy rebuilding a World War II Taylorcraft L-2B in his spare time . •

United States Marine Corps Cessna OE-1 , Bu 136891, photo­ graphed at K-16 Air Force Base, Seoul, Korea on 13 Jan 1954.

The only L-19 ever used by the Canadians was this Cessna L-19A-CE, 51-4754, photographed at K-16 Air Force Base, Seoul, Korea on 13 Nov 1953. Notice the damaged tailwheel and/or tailspring.

Quartering rear view of an Auster AOP6, VF661 , used by the British Commonwealth Forces in Korea. This liaison aircraft, which traces its ancestory to the American Taylorcraft, was photographed at K-16 Air Force Base, Seoul, Korea on 6 Aug 1953.

VINTAGE AIRPLANE 17

CALENDAR OF EVENTS

We would like to list your aviation event in our calendar_ Please send information to the Editor, The VINTAGE AIRPLANE, P_O_ Box 229, Hales Corners, WI 53130. Information must be received at least two months in advance of the issue in which it will appear_ APRIL 15-17 - KILL DEVIL HILLS, NORTH CAROLINA - Wilbur Wright Birthday Fly-In at Wright Brothers Memorial and First Flight Airstrip. Spon­ sored by First Flight Society, National Park Service and EAA Chapter 339.

Camping nearby, bring own tie downs. Dinner and awards presentation Saturday night. Contact Outer Banks Chamber of Commerce at 919/261­ 2626.

APRIL 29 - MAY 1 - ROANOKE RAPIDS, NORTH CAROLINA - EAA Antique/Classic Chapter 3 Fly-In. Antiques , Classics and Homebuilts wel­ come. Contact Geneva McKiernan, 5301 Finsbury Place, Charlotte, NC 27211 .

APRIL 30 - MAY 1 - BOLIVAR, TENNESSEE - EAA Chapter 763 Annual Spring Fly-In and Air Show. Contact Billy Whitehurst, Hardeman County Airport, Bolivar, TN 38008. 901 /658-6282.

MAY 1 - ROCKFORD , ILLINOIS - EAA Chapter 22 Annual Fly-In Breakfast.

Eastern Aviation, Greater Rockford Airport. 7 a.m . 'til noon. For information call 815/332-4708.

MAY 7 - FRANKLIN, WISCONSIN - Midwest Aero Historians Spring Meet­ ing. EAA Aviation Museum, 11311 W. Forest Home Ave . Registration at 8:30 a.m. , program at 1:00 p.m. Clete Ahler, Crew chief on Convair B-36, Reuben Kaiser, B-24 pilot in the 15th Air Force in Italy, and John Kmet, Wisconsin Squadron, Confederate Air Force. Contact Ken Berkowitz, 707 W. Maplewood Ct. , Milwaukee, WI 53221 . 414/482-0696.

MAY 13-15- HAYWARD, CALIFORNIA-Hayward to Las Vegas Proficiency Air Race. Private Pilots License required. Awards and trophies, cash prize .

Kits $3.00 from Hayward Air Race Committee , 20301 Skywest Drive, Hayward, CA 94541 . For information call Lou Chianese at 415/581-2345 , ext. 5285.

MAY 15 - POINT PLEASANT, WEST VIRGINIA - Fly-In Breakfast sponsored

by Mountaineer Chapter of 99's at Mason County Airport. Starts at 8:00 a.m. Everyone welcome . Contact Lois A. Fida, #308 N. York St., Wheeling , WV 26003.

MAY 20-22 - CAMBRIDGE , MARYLAND - Ninth Annual Potomac Antique Aero Squadron Fly-In at Horn Point Aerodrome . Banquet Saturday evening .

Contact Robert K. Graulty, P.O. Box 4013, Arlington , VA 22204 , 301 /449­ 5346 or Bob Mertin at 301 /643-6744 or Pat Merchant at 301 /228-4924.

MAY 20-22 - COLUMBIA, CALIFORNIA - Seventh Annual Luscombe Fly-In. For information contact Continental Luscombe Assn ., 5736 Esmar Road , Ceres, CA 95307. 209/537-9934 .

MAY 21-22 - PORT TOWNSEND, WASHINGTON - Second Annual Rhododendron Grass Roots Air Fair. Ultralights, homebuilts, antiques, hot air balloon race. For information contact Ken McMillen, P.O. Box 719, Hadlock, WA 98339.206/385-2323.

MAY 22 - MOUNDSVILLE, WEST VIRGINIA - Second Annual Bombing Contest sponsored by EAA Chapter 738. At Marshall County Airport. For information and entry info contact Marshall County Airport, Moundsville, WV 26041 , 304/845-0200.

MAY 27-29 - ATCHISON, KANSAS - Greater Kansas City Area Chapter, Antique Airplane Association Annual Fly-In at Amelia Earhart Airport. Early arrivals will be served supper Friday evening with awards banquet on Saturday night. Dormitory accommodations are available and camping is allowed. 80 and 100 octane gas is available . Contact Bill Hare, 6207 Riggs, Mission, KS 66202 or George Hefflinger, 3510 North 99th Street, Kansas City, KS 66109.

MAY 28-30 - WATSONVILLE , CALIFORNIA - Watsonville Antique Airshow sponsored by the Northern California Chapter of the Antique Airplane Association and the Watsonville Chamber of Commerce. Contact Richard Borg, 6515 San Ignacio Ave., San Jose, CA 95128.408/226-3603.

MAY 29 - SALMON, IDAHO - Fly-In with ultralights, gliders, antiques, etc.

For information write P.O. Box 698, Salmon, ID 83467.

JUNE 3-5 - BLAKESBURG, IOWA - 3rd National Bucker Fly-In and Tigre Days. Vintage National Aerobatic Contest. Contact John Bergeson, 615 W. May, Mt. Pleasant, MI 48858. 5171773-3436.

JUNE 3-5 - MERCED, CALIFORNIA - 26th Annual Merced West Coast Antique Fly-In at Merced Municipal Airport. For information contact Dee Humann, Registration Chairman , Merced West Coast Antique Fly-In, P.O. Box 2312, Merced, CA 95344 . 209/358-3487.

JUNE 5 - CADIZ, OHIO - Third Annual Fly-In Pancake Breakfast at Harrison County Airport. Sponsored by E. F. Aircraft Service and Cadiz Volunteer Fire Department. Starts at 8 :00 a.m. Rain date, June 12. Prizes for antique and experimental aircraft. For information contact Lois A. Fida , #308 N. York St ., Wheeling , WV 26003.

JUNE 5 - DE KALB, ILLINOIS - EAA Chapter 241 Annual Fly-In , Drive-In Breakfast 7 a.m. 'til noon at DeKalb Municipal Airport. Contact Marlin Crown, 159 Thomas Street, Sycamore, IL 60178. 815/895-6856 .

JUNE 5 - ARLINGTON , TEXAS - Benefit Air Show sponsored by EAA Chapter 34 to raise funds for World Aerobatic Competition. At Arlington Municipal Airport, 2 miles south of 120 on S. Collins . From 2:00 to 4:00 p.m.

JUNE 10-12 - DENTON, TEXAS - Texas Chapter Antique Airplane Associ­ 18 APRIL 1983

at ion Fly-In. For information contact Bob Landrum, Rt. 4, Box 14Q, Roanoke, TX 76262, 817/430-3387 (after 6 p.m .) or Jack Winthrop, Rt. 1, Box 111 , Allen, TX 75002 . 214/727-5649 .

JUNE 10-12 - MIDDLETOWN , OHIO - Aeronca Fly-In , including tours of the Aeronca factory and U.S.A.F. Museum. Banquet on Saturday night with speaker and aircraft judging awards. For more information contact Jim Thompson , Box 102, Roberts, IL 60962 , 217/395-2522 .

JUNE 12 - REDDING , CALIFORNIA - 10th Annual Fly-In breakfst and air show at Muni Airport. Trophies, door prizes. 916/222-5225.

JUNE 17-19 - TRAIL, BRITISH COLUMBIA , CANADA - Trail Flying Club's 8th Annual Fly-In. Homebuilts, antiques, classics, ultralights. Camping on field. Trophies, prizes . Hangar dance and barbeque.

JUNE 18 - TOMS RIVER , NEW JERSEY - 7th Annual Antique & Homebuilt Fly-In at R. J. Miller Airport, Berekely Twsp. Trophies, flour bombing contest, plane rides, refreshments. Admission free. Rain date June 19.

Contact Tom or Vivian Tedrow, Box 451 Three Brooks Rd ., Freehold , NJ 07728. Phone 201 /780-0765.

JUNE 21 - JULY 11 - HOBBS, NEW MEXICO - 18th World Soaring Championships. For information contact Soaring Society of America , Box 66071 , Los Angeles, CA 90066. 213/390-4447.

JUNE 24-26 - HAMILTON, OHIO - 24th Annual National Waco Reunion Fly-In. Sponsored by the National Waco Club . For information contact Ray Brandly, 700 Hill Avenue, Hamilton , OH 45015.

JUNE 24-26 - PAULS VALLEY, OKLAHOMA - Pauls Valley, Oklahoma Fly-In sponsored by Greater Oklahoma City Chapter AAA. Contact Bob Akin , Flying A Ranch, Route 1, Box 133-D, Washington, OK 73093 . 405/ 288-6161.

JUNE 25-26 - ORANGE, MASSACHUSETTS - 7th Annual New England Regional Fly-In Sponsored by EAA Chapter 726. Restricted parking , avia­ tion flea market, commercial exhibitors, seminars, overnight camping , food and fuel available. Contact Paul Dexter, 15 Sunset Dr., Orange, MA 01364.

Tel. 617/544-6412, evenings only.

JULY 2-3 - SUSSEX, NEW JERSEY - 1983 Festival of Flight Fly-In at Sussex County Airport. Sponsored by EAA AlC Chapter 7 and EAA Chap­ ters 73 and 238. All invited . Fly market, square dance, food , camping permitted. Contact Ann Fennimore , 4 Ridge Road , Succasunna, NJ 07876.

201 /584-4154.

JULY 2-4 - BLAKESBURG, IOWA - Second Annual Aeronca Fly- In at Antique Airfield . Aircraft judging, awards , forums and meetings of several type clubs. For further information contact Aeronca Club, 1432 28th Ct. , Kenosha, WI 53140, 414/522-9014 or Antique Airplane Association, Rt. 2, Box 172, Ottumwa, IA 52501 , 515/938-2773.

JULY 9 - GEORGINA TOWNSHIP, ONTARIO, CANADA - 3rd Annual Antique, Sport and Specialty Aircraft Fly-In and Brunch at Georgina Civic Centre Air Park. Contact Dick Shelton, Box 385, Sutton West, Ontario, Canada LOE 1RO. 416/722-3295.

JULY 15-17 - MINDEN , NEBRASKA - National Stinson Club - 108 Section Fly-In. All Stinson Lovers - 108 and Round Engines welcome. Aircraft judging, forums, banquet Saturday night. Camping on field or motel (308/ 832-2750) available . For further information contact George Ackerman , Alliance, NE 3081762-4770 .

JULY 16-17 - HOLLISTER, CALIFORNIA - The Friendly Fly-In sponsored

by EAA Chapter 62. Contact Edward Shaules, 3910 Paladin Drive , San Jose, CA 95124 . 408/264-5714.

JULY 16-17 - NIAGARA FALLS, NEW YORK. 2nd Annual Fly-In and Inter­ national Airshow. Classics, warbirds and fly-bys . Two full days of aviation.

Contact Joseph Koch, 188 Schoelles Road , No. Tonawanda, NY 14120.

716/689-9392.

JULY 29-31 - COFFEYVILLE, KANSAS - 6th Annual Funk Fly-In. Antiques, classics, homebuilts invited. Contests, trophies, dinner. Contact Ray Pahls , 454 Summitlawn, Wichita, KS 67209. 316/943-6920.

JULY 30 - AUGUST 6 - OSHKOSH, WISCONSIN - 31st Annual Fly-In Convention. Start making your plans now to attend the World 's Greatest Aviation Event. Contact EAA, P.O. Box 229, Hales Corners, WI 53130 .

AUGUST 8-12 - FOND DU LAC , WISCONSIN - EAA lAC International Aerobatic Championships. For information contact EAA, P.O. Box 229, Hales Corners , WI 53130 . 414/425-4860.

AUGUST 21 - WEEDSPORT, NEW YORK - Antique , Classic and Homebuilt Fly-In sponsored by EAA Chapter 486 at Whitfords Airport. Pancake breakfast and air show. Contact Herb Livingston , 1257 Gallagher Rd . - B, Baldwinsville, NY 13027.

SEPTEMBER 16-18 - RENO, NEVADA - Reno National Championship Air Races at Stead Airfield . Qualifying September 13-15. Airshow . Contact Greater Reno-Sparks Chamber of Commerce , P.O. Box 3499 , Reno . NV 89505 . 702/786-3030.

OCTOBER 14-16 - CAMDEN , SOUTH CAROLINA - EAA Antique/Classic Chapter 3 Fly-In. Antiques, Classics and Homebuilts welcome . Contact Geneva McKiernan, 5301 Finsbury Place , Charlotte , NC 27211.

MEMBERS~

PROJE(jTS

This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects. We welcome photos along with descriptions, and the projects can be either completed or underway. Send material to the editor at the address shown on page 3 of this issue.

Piper J-3C "Cub" restored in the Navy NE-1 markings of Airship Squadron 32 based at Moffet Field, California during WW II. Owned by Lew Levinson (EAA 78711, AlC 5439), 54 South Longview Rd., Howell, NJ On31 and John Lynch of Howell, NJ, the aircraft was restored by Robin Smith (EAA 57337, AlC 4975) of 2543 Stearns Drive, Manasquan, NJ 08736. Additional help came from many members of EAA Chapter 315 of Eatontown, New Jersey.

Ready for installation of ailerons and propeller is this 1937 Waco YKS-7, N1n36, SIN 4665, recently restored from a bare fuselage

by George Franchini (EAA 57692, AlC 3076) of P. O. Box 275, Black Diamond, WA 98010. Painted in its original colors of Diana Cream and Chocolate Brown with Berry Red trim, the Waco has since been completed and flown. George is now in the process of restoring a 1934 Waco YKC cabin model and a 1940 Funk which may be rebuilt using a Ford Escort engine.

MYSTERY PLANE

By George A. Hardie, Jr. Here's another "mystery" from the extensive files of member Mike Rezich of Chicago, IL. This one's a rare one-off by a famous designer whose products made many records in the Golden Age of aviation. The pilot standing in front of the airplane also made a name for himself during that period. Answers will be published in the Mystery Plane column in the June 1983 issue of The

VINTAGE AIRPLANE. At press time no answers to February's Mystery Plane had been received. Research by George Hardie tentatively identifies it as being the Beachey-Stupar biplane built by the Chicago Aero Works in 1913 for Hillery Beachey, Lincoln's brother. (See the June 7, 1913 issue of AERO & HYDRO. ) Any further information will be published in this column as received.

Member Ken Pruitt of Albuquerque, NM writes about the November 1982 Mystery Plane: "I believe the photograph shows the second Stupar biplane built for Earl Daugherty in 1914 and powered with a 50 hp Gnome rotary engine. Daugherty (holding the wing tip in the photo) was one of the several 'Exhibition Flyers' doing air show work at fairs and other events just prior to World War I. This is his second biplane built by the Chicago Aero Works, designed and constructed by Max Stupar, an Austrian born engineer. The first biplane was similar but powered with a Curtiss OXX engine of 75 hp.

Improvements on the second machine allowed Mr. Daugherty to do looping and other related aerobatic work."

Member Doug Rounds of Zebulon, GA thinks the airplane is a Partridge-Keller of the same period.

More answers were received on the January 1983 Mys­ tery Plane. Correct identification was received from Mike Rezich of Chicago, IL; Doug Rounds of Zebulon, GA ; Don

Fryock of Johnstown, PA; and George Tinker of Bangor, ME. No one supplied further information on the name "Silver Star".

We'd like your comments on the content of our Mystery Plane column. Do you find it of interest to resurrect these sometimes ancient examples of airplane design? Do we put too much emphasis on the obscure types instead of the more easily identified designs? Aviation's past is rich in the many varied approaches to attempting to achieve the perfect flying machine . We can learn much from study of these early aircraft. • VINTAGE AIRPLANE 19

By Norm Petersen

EAA Staff Editorial Assistant

While on assignment in Albuquerque, New Mexico during January, I happened to notice the familiar shape of a Stearman on the far side of the main runway at Coronado Airport, a lovely field located at the base of the towering Sandia mountains. An inquiry at the FBO office introduced me to William Donald, sales manager for Sky Scenes, Inc. of P.O. Box 10310, Albuquerque, NM 87484.

Permission was granted to take pictures of the Stearman and Bill explained the unusual circumstances which caused the old biplane to be at Coronado.

About three years ago, the owner of the Stearman was making a landing at the airport and much to his eternal chagrin, he landed on top of a Cessna 210. The propeller of the Stearman sliced through the cabin of the 210 and killed the pilot. The Stearman suffered only slight damage and was parked where it now sits, its tires nearly flat .

Apparently the legal entanglements to all this have been taken care of because the owner is ready to sell the Stear-

Boeing Stearman N4408N has been parked for three years fol­ lowing a landing accident. Fuselage has been metalized and Lycoming 225 hp has been cowled. Airplane is in need of a total rebuild.

man - where is, as is. Further information may be obtained by calling Bill Donald at 505/821-7777. The registration in N4408N, SIN 75-7689 and the airplane is registered to O'Brien Enterprises Inc. , 1007 Calle Largo, Santa Fe, NM 87501.

A walk along the hangars produced some more interest­ ing airplanes. Tied down outside in the dry Arizona air was a newly restored Stinson V-77 Gullwing. This massive looking airplane had received large amounts of "TLC" and even though the cowl for the 300 hp Lycoming had not been installed, it was still a pretty sight for an antiquer.

Registered N73589, SIN 77-240, the Stinson is listed to Harley M. Tenbrook, 5400 Montgomery N.E. , Albuquer­ que, NM 87108.

Very nice work is evident in this Stinson vn restoration. Note chrome plated step and spinner. Rib stitching on a wing of this size is a major project itself!

Carefully tucked against the end of a row of hangars was a visiting Bellanca 14-13, N74480, SIN 1593. Regis­ tered to Mark D. Kroska , 2510 Van Buren, Bellevue, NE 68005, the Bellanca sports a Lycoming engine conversion with a Hartzell constant speed prop. Definitely a speedy machine.

Closeup of Stearman reveals prop, nose and gear damage. The right lower wingtip also suffered damage in the accident de­ scribed in the story.

20 APRIL 1983

Bellanca 14-13 was probably visiting Coronado Airport as it is registered to a Nebraska owner. Note different cowling for Lycoming conversion with constant speed prop.

Having flown considerable time in Taylorcraft N43168, it was interesting to note another Taylorcraft BC-12D tied down with the number N43021 on the tail surfaces. Regis­ tered to Richard E. Hutchins, 4115 Mescalero Rd. N.E., Albuquerque, NM 87110, the Taylorcraft (SIN 6680) ap­ peared to have a little more horsepower than the original 65 Continental.

On the far end of the ramp sat a 1941 Aeronca Chief CA-65, N33884, SIN CA14101. This rather nice two-place antique is owned by Norman A. Evans (EAA 139869) of 9604 St. Andrews Ct. N.E., Albuquerque, NM 87111. It is a joy to see airplanes such as this Aeronca, over forty years old, still being flown regularly and giving its owner the joys of flight. I guess that is what the aviation "bug" is all about. •

Taylorcraft BC-12D had been upgraded to a full electrical system.

Note landing light in left wing. Covers on top cowl indicate shielded ignition for radio use.

This 1941 Aeronca Chief, N33884, is flown regularly judging by the exhaust streaks. Unusual is the strobe or rotating beacon on top of the cabin roof. Note gust lock on fin-rudder; always a good idea to prevent wind damage.

LETTERS TO THE EDITOR Dear Gene: I joined the AntiquelClassic Division a year ago and this is the first time I've written to anyone within the organization. I've enjoyed The VINTAGE AIRPLANE very much.

The January '83 issue contained two letters to the editor that made me perk up. Vernon Sudbeck applies butyrate color dope as the final color coat instead of Polytone in the Poly-Fiber process. He has done this be­ cause members of EAA Chapter 319 discovered that Polytone cracked prematurely. Mr. Ray Stits warned that applying butyrate dope on top of Stits Poly-Brush might result in peeling.

I don't claim to be an expert in fabric work, although I've worked with all aircraft fabrics . I've found the Poly­ Fiber process to be outstanding, and I think Poly-Tone is a marvelous wet-looking pliable finish.

I think many problems in fabric work are created by surfaces not being clean and perfectly dry prior to applica­ tion of liquids in whatever process is involved. Too much aluminum paste or powder in the "silver" sanding and protective coats will reduce the adhesion of the color coats - and there will be cracking and peeling. (I've yet to find a batch of Stits Poly-Spray containing enough aluminum powder. Invariably, powder in suspension will settle to the bottom of the container, and no amount of stirring the Stits soup would make it adquately "rich" in powder - so we have to add powder!)

The last time I used the Poly-Fiber process was in recovering a Super Cub and several Ag Cats for an ag outfit. Our ag shop was far from ideal in serving as a fabric shop. This work occurred during off-season, the worst weather! Such meant high humidity and low temperatures in addition to the filth and grime usually found in hard working ag outfits. The other mechanic and I had to battle the elements, filthy working conditions and those who instinctively placed filthy hands on the taut fabric sur­ faces . Our source of heat was a kerosene burning hot air blower. This unit kept the surfaces and our "soups" warm

prior to application, and the blower would be turned off while quick cross coats were sprayed on! After fumes dis­ sipated, we cranked on the blower again. Surfaces not being worked on were under a 4 mil. plastic cover at all times. Prior to application of spray coats, surfaces always were rubbed down with clean rags soaked in a silicone and wax remover.

This took care ofthe dust and hand prints. This remover is available at most auto paint supply houses.

Finally, following manufacturers' recommendations and keeping surfaces dry and clean should result in attrac­ tive, durable fabric jobs. There is little to be done when the manufacturer turns out a bad batch of "soup," and this happens. Unhappily, it may not be discovered until after many months of flying.

Now if only someone would tell me how to keep PolyTone from peeling off of metal surfaces!

Sincerely, W. C. Ware, Jr.

(EAA 3328, AlC 5974 )

4932 Athens Blvd.

Virginia Beach, VA 23455

Dear Sir: I am enclosing a picture of my Curtiss Pusher back in the late 1930s and I have used auto gas in it. The Szekely S.R. 35 turns over at 1750 rpm with aviation gas. With Fleet Wing I lost 25 rpm and with Amoco High Test it turned over 1775 - 25 rpm more than the specs.

Yours truly,

John A. Walck Sr.

(EAA)

274 E. Thomas Avenue

Hellertown, P A 18055

VINTAGE AIRPLANE 21

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f7()LI)~~ ~l2A AVIATI()~

01

Jacket - unlined tan poplin with gold and white braid trim. Knit waist and cuffs, zipper front and slash pockets. Antique / Classic logo patch on chest.

Sizes - XS through XL .. . .. . . .. .. $28.95 ppd Cap - pale gold mesh with contrasting blue bill , trimmed with gold braid. Antique/Classic logo patch on crown of cap.

Sizes - M and L (adjustable rear band) . . . . . . . ... . $ 6.25 ppd Antlque/Clasllc Patches Large - 4W ' across ... .. ...... . .. $ 1.75 ppd Small - 3V4" across . . ... .. . .. . .. . $ 1.75 ppd Antlque/Clasllc Decals 足 4" across (shown left) .. . ... . ... . $ .75 ppd Available Back Issues of The VINTAGE AIRPLANE

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1979 - All are available

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1981 - All are available 1982 - February, May through December 1983 - January through March Per Issue .. .... .. ..... ........ ...... .. .... ... .. .. . .. .... .. .... $1 .25 ppd

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Send check to:

EM Antlque/Clasllc Division, Inc. P.O. Box 229, Hales Comers, WI 53130 Allow 4-6 Weeks for Delivery Wisconsin Residents Include 5% Sales Tax

(Continued from Previous Page)

Dear Gene: I read your article, "Alaska Antiques" on page 8 of the January 1983 issue of The VINTAGE AIRPLANE. The Cunningham-Hall PT-6 has always interested me because of the similarity with the Laird Whipporwill.

I helped clean up a PT-6, NC461E Grand Prairie, Texas for a man named Lou Foote who ran the Grand Prairie Airport at the time. I do not remember ifhe was the owner.

I believe this one was the first one built and I'm enclosing a couple of snapshots taken by my wife and myselfin June or July, 1941.

I was working at North American Aviation which was about two miles down the road. Grand Prairie Airport became a school for the Civilian Pilot Training Program

a few months later. As I remember, the PT-6 was a prac足 tical, "no frills" work plane which was very well put to足 gether.

I hope this info and the photos are of some interest to you. If there is a possibility that the Alaska airplane and this one are one and the same, I would be interested in hearing about it.

Best regards, Chuck Laird (EAA 6633, AIC 2993) P.O. Box 335

Adelanto, CA 92301

Editor's note: Chuck Laird is the son ofCharles Laird who was a brother of Matty, Harold and Will Laird.

Nineteen-year-old Charles "Chuck" Laird, Jr. poses by the Cun足 ningham-Hail at Grand Prairie, TX. Engine is a 300 hp Wright J6.

22 APRIL 1983

According to Juptner's "U.S. Civil Aircraft - Vol. 2," page 220, this Cunnin:::lham-Hall PT-6, NC461 E is the prototype. Chuck Laird's wife is standing by the door.

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ACRO SPORT - Single place biplane capable of un­ limited aerobatics. 23 sheets of clear, easy to follow plans, includes nearly 100 isometrical drawings, photos and exploded views . Complete parts and materials list. Full size wing drawings . Plans plus 88 page Builder's Manual - $60.00. Info Pack - $4.00. Super Acro Sport Wing Drawing - $15.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners , WI 53130. 4141 425-4860.

ACRO II - The new 2-place aerobatic trainer and sport

biplane. 20 pages of easy to follow, detailed plans. Com­ plete with isometric drawings, photos, exploded views.

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MEMBERSHIP INFORMATION

EAA ANTIQUE· CLASSIC lAC WARBIRDS UL TRALIGHT

• Membership in the Experimental Aircraft Association, Inc. is $25.00 for one year, $48.00 for 2 years and $69.00 for 3 years . All include 12 issues of Sport Aviation per year. Junior Membership (under 19 years of age) is available at $15.00 annually. Family Membership is available for an additional $10.00 annually.

• EAA Member - $18.00. Includes one year membership in EAA Antique-Classic Division, 12 monthly issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number.

• Non-EAA Member - $28.00. Includes one year membership in the EAA Antique-Classic Division , 12 monthly issues of The Vintage Airplane, one year membership in the EAA and separate membership

cards. Sport Aviation not included.

• Membership in the International Aerobatic Club, Inc. is $20.00 annually which includes 12 issues of Sport Aerobatics. All lAC members are required to be members of EAA. • Membership in the Warbirds of America, Inc. is $25.00 per year, which includes a subscription to Warbirds Newsletter. Warbird members are required to be members of EAA. • Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication ($15'D!1 additional/or Sport Aviation magazine) . For current EAA members only, $15.00, which includes UltralIght publicatIOn .

• FOREIGN MEMBERSHIPS; Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn .

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VINTAGE AIRPLANE 23